 Mid-Size SUV Comparison Test. Click image to enlarge |
Originally published December 23, 2013
Review by Autos.ca Staff, photos by Brian Weeks and Jonathan Yarkony
Introduction, Jacob Black
There is a growing market for mid-size, three-row SUVs and crossovers in Canada. It’s a class with many branches and offshoots, and most of them are growing daily.
Want to move your kids, your in-laws and your kids’ friends but don’t want a minivan? This is where you need to turn your eyes.
Want DVD screens? AWD capability? Towing capacity? Cargo space? Check, check and check – mostly. These are feature-packed, ooze practicality, and some of them are even emotional, engaging rides that take pride of place in a family’s driveway.
Rounding up a suite of mid-size SUVs to take part in a comparison test is no easy feat, but we managed to gather seven of them together. And whether you’re interested in something loud, brash and flashy, a proven performer or excellent value for money, we’ve got the whole range covered. If there’s anything you want from a three-row SUV, you’ll find it in this crop.
  Mid-Size SUV Comparison Test. Click image to enlarge |
Sales giants Dodge Journey (26,522 YTD, as per goodcarbadcar.net) and Kia Sorento are here (13,876), and we were keen to find out how they’d fare against models with more modest sales figures, like the newly launched Hyundai Santa Fe XL with 2,928 sales to date, and the CX-9 with 1,366.
Missing from the list is Toyota’s Highlander, which is being re-launched in February after a major refresh and so wasn’t available for this test. More than 7,000 of those walked out the door in 2013.
The domestics are well represented. GMC’s Acadia sold 4,254 models this year (add 3,070 Chevy Traverses and 2,977 Buick Enclaves for GM’s total share of over 10K in this segment), we aim to find out what it does right, while the attractive Ford Flex sold 2,191 – maybe we would uncover the reason why?
  Mid-Size SUV Comparison Test. Click image to enlarge |
We even have a hybrid – Nissan’s Pathfinder. Overall Nissan has sold 7,253 of those so far in 2013 – we’ll find out if the Hybrid could contribute to growth in 2014.
Prices ranged from $40,755 for the Dodge Journey, to $62,515 for the GMC Acadia. There were price niches here, with the Flex and Acadia both over $55,000 and the Journey, Santa Fe XL and Sorento between $40K and $45K. Mazda’s CX-9 and the Pathfinder Hybrid claimed the middle ground at $49,245 and $51,153, respectively.
So do you have to spend big to win big in this segment? Or is it sales volumes that truly reflects where the quality is?
Here’s what we found.
7th Place: 2014 GMC Acadia Denali, Steven Bochenek
When we saw the GMC Acadia Denali’s price on comparison day, some reviewers thought it was a typo. Fully packaged, this most expensive tester was $62,515! (The lowest Acadia trim starts at $36,495 in Canada, an immense spread.) Then we wondered if Denali wasn’t the typo — for Denial. It scored lowest, by far, for Value.
Despite that price, it was placed last for the stuff you touch and feel: ergonomics, quality of materials, interior styling and driver positioning. The info screens look like an ‘80s arcade game — something you’d see on the Jumbotron back when Jesse Barfield still played in Hogtown — earning a failing grade.
It’s not all bad news. The Acadia offers a quiet and comfortable ride. It’s built on a solid trusted chassis and, outside, its profile is still ruggedly handsome. Head on, though, it’s looking dated — especially compared to the sleek CX-9, actually old itself by Mazda standards, or the daringly different Ford Flex, a Mini Clubman meets Nissan Cube on steroids.
At 1,844 mm tall, you’re high off the ground, getting excellent sightlines but feeling divorced from the road. Fortunately you can turn off traction control, put it in overdrive, and decide for yourself when to put it into all-wheel drive. All that extra control helps but the Acadia’s big 3.6L V6 engine isn’t quite responsive enough to nimbly heft its bulk (2,219 kg curb).
It scored firsts for cargo and practicality/flexibility. Makes sense. With 5,101 mm length and 2,003 mm width, you could apply for your own postal code. During our packing experiment with hockey bag and baby stroller the Acadia easily housed both, even with the backseats still up. Only the Flex matched this feat.
Which should imply a compromise elsewhere — but getting into the back row was still easy. The second row’s Smart Slide feature maneuvers the right seat forward and down, allowing unfettered access to the third. Child seat installation isn’t as easy as the space would imply.
Overhead the moonroof and sunroof (or is it sunroof and moonroof) were interrupted by some actual roof where the video screen folds down. The effect was less light spilling in than some competitors, like the luminous Santa Fe XL and Kia Sorento, but it was no cave.
Finally, the Acadia’s observed fuel economy was 14.2 L/100 km. Ouch! Regardless of how smooth the ride is, that sort of mileage would be hard to get comfortable with.
Pricing: 2014 GMC Acadia Denali
Base Price: $36,495
Base Price (Denali): $55,995
Options: $4,820 (Touchscreen navigation, rear-seat entertainment, Bose 10-speaker audio – $3,250; white diamond tricoat $995; 20” chrome clad aluminum wheels $575)
Freight: $1,600
A/C Tax: $100
Price as tested: $62,515
6th Place: 2014 Dodge Journey R/T Rallye AWD, Lesley Wimbush
It’s better than it looks.
But if I recall correctly, I said the same thing about haggis. And this particular vehicle is pretty much the same colour too, that muddy hue that’s neither grey nor brown and puts me in mind of puddles.
In terms of styling, the hapless Journey falls far to the bottom of our test group, with only the Acadia coming in below it.
Things improve once you climb inside, with comfortable leather upholstery and a cabin with plenty of amenities. There’s a large, 8.4-inch touchscreen graphic display that’s easy to use (as opposed to the Flex’s MyTouch system which takes aggravation to a whole new level).
Scoring big, fat, extra brownie points with me was the heated steering wheel – if I had my way, they’d be required by law in all Canadian vehicles.
Those with large families will appreciate the available third row seating with its own climate control, second row with 9-inch overhead video display, wireless headphones and integrated child booster seats.
Although Chrysler’s interior quality has improved dramatically over the years, so has the competition’s. Despite the level of available features, the Journey ranked last for amenities and content. It also trailed behind in terms of interior styling and quality, and was mid-pack in ergonomics. The available third-row seat was the least comfortable of the group and the hardest to access, and the second row had the least leg and shoulder room.
Surprisingly, it was at the very bottom of our test group for cabin storage – despite the clever hidden storage bins in the second row, and the handy compartment under the front passenger seat.
Our tester came equipped with the 3.6L V6, which puts out 283 hp and a respectable 260 lb-ft of torque. I liked this engine which is smooth and powerful, but it’s let down by the lazy six-speed transmission. The Flex was the easy winner in our comparo group with its feisty Ecoboost and the only one that boasted paddle shifters.
Riding on a platform that’s based on the Dodge Avenger, the Journey handles with car-like character. Compared to the Santa Fe, Sorento and Flex however, the ride is a bit stiff, and lacks the playful sportiness of the CX-9. It trails the pack in handling, and scored dead last in the group.
Fuel economy is an important consideration in this segment. Although the Pathfinder came out on top for observed average, there was a three-way tie for second place between the Journey, Santa Fe and Sorento.
Although the Santa Fe and Sorento at $44,959 and $43,760 respectively were considered to offer the best overall value, the Journey, at $40,755 wasn’t far behind.
While it may not excel in any of the above categories, its comparatively low price tag, versatility and long list of features makes the Journey worth a look for those with growing families.
Pricing: 2014 Dodge Journey R/T Rallye AWD
Base Price: $21,495
Base Price (R/T Rallye AWD): $33,395
Options: $5,565 (Granite Crystal Clear Coat – 195; Flex Seating Group – $1,795; Trailer Tow Group – $375; Navigation and Sound Group – $825; Rear Seat Video Group – $1,200; 2nd row Booster Seats – $200; Power Sunroof – $1,295)
Freight: $1,695
A/C Tax: $100
Price as tested: $40,755
5th Place: 2013 Ford Flex Limited AWD, Jonathan Yarkony
After collecting all of our entrants for this Comparison, we realized we had essentially two classes: the large, premium $60K class, and all the rest. We should have had three in this premium division, but the Durango Citadel took a hit in the bumper that put it out of commission only days before our contest, so we accepted the valiant Journey in its place.
In this senior circuit, the Flex was our winner, and in fact, it was a podium finish on raw scores before price adjustment. Unfortunately for it, there was a lot of price to adjust for because of its $59,549 price with Destination and over 13 grand of options on top of the Limited trim’s $44,399 MSRP.
Value shoppers that dig the Flex’s funky fridge-and-freezer-combo-on-wheels styling will appreciate that it can start for as low as $30,499 going into the 2014 model year, though as Michael Bettencourt notes, “its practical cubism is not to everyone’s tastes.” At that price, you still have a spacious, stylish space-age minivan substitute, but it takes a $6,800 package (which also includes AWD) on top of the Limited trim to get into the 3.5L Ecoboost V6 that turns this family truckster into a rocketship.
That powertrain, pumping out 365 horsepower and 350 lb.-ft. of torque, was a unanimous favourite, and well ahead of our second pick in that category (Santa Fe XL). It didn’t fall over once the roads started to curve either, earning top marks in handling and steering, which are, however, admittedly minor factors in this segment. Peter Bleakney even went so far as to say: “Lurking within this shoebox on wheels is a hoon-able hot rod.”
But if you think this handling comes at the expense of a bumpy ride, you’d be dead wrong, the Flex also earned a category win for Ride Comfort. No doubt its very long wheelbase (only three cm shorter than the epic poetry length Acadia) contributed to this serene and absorbant ride, but it tracked straight an true on the highway and bit into turns with alacrity better than any minivan or crossover we’ve experienced in this segment.
And unlike the Acadia, the interior is respectable, ranking very close to the leaders in quality, stereo, cargo space and design and on top for driving position, visibility and ease of entry.
So, while it trumps the Acadia in our premium division, it gives up too much value because of its high cost without being that far ahead in feature content, though its power-folding third row seats were unique to this crowd. And the costs don’t stop with a steep price of entry – you will continue to pay at the pumps as this turbo V6, which had the highest fuel consumption on test day, and ties for highest in EPA combined rating.
You won’t find any of us arguing against the Flex if you can afford one, especially in this polished Limited trim with the power house 3.5 Ecoboost, but there are better options if affordability and value are prime concerns in your household.
Pricing: 2013 Ford Flex Limited AWD
Base price (2014 Flex SE FWD): $30,499
Base price (2013 Flex Limited AWD): $44,399
Options: $13,500 (Equipment group 303A – $6,800; rubber floor mats – $100; 2nd row 40/40 autofold seats – $650; panoramic roof – $1,750; 2nd row console – $150; voice-activated navigation – $700; rear inflatable seatbelts – $250; Class III trailer tow package – $500; Dual headrest DVD entertainment system – $2,100; silver two-tone roof – $500)
A/C tax: $100
Freight: $1,550
Price as tested: $59,549
4th Place: 2014 Kia Sorento, Steve Bochenek
Asking yourself how this happened? How did this group from the Automobile Journalists Association of Canada (AJAC) relegate the 2014 Kia Sorento, AJAC’s 2014 Best New SUV/CUV ($35K–$60K), to fourth of seven competitors? And just days after that victory was announced?
After all, the price is excellent and it’s loaded with bling. It tied for first in our Features/Amenities category with sister/competitor Hyundai Santa Fe XL. Furthermore, the Sorento placed second overall for value, just behind that sister.
Fuel economy? The Sorento also tied here (hi sis!) for second. Furthermore, it scored highest for warranty: that easy-to-remember and dyslexically satanic-sounding ‘5•5•5 Coverage’ offers 5-year/100,000 km roadside assistance, plus bumper-to-bumper parts and powertrain coverage.
OK, price? Check. Mileage? Check! Coverage? Check!! So, was it looks, or some issue with the ride? Not really.
Outside, it’s sleek. Few of us had major complaints about the drive, although it was terrifically outclassed by the Ford Flex, which handled like some Brobdingnagian go-kart and left the Sorento feeling a tad old-school SUV. But the same went for most competitors. And when it came to fuel, the Flex drank like a rock star at a funeral.
So how did AJAC’s 2014 darling fall so far so fast?
Here’s one theory: interior layout. Example A: The C-pillar creates a blind spot, helping it earn last place for ‘Ease of Parking’.
But example B’s the bigger bugaboo… after all those checks, Kia got stung here.
When you demand three rows of seats in your SUV, as all these had, you need a school bus. You probably spend eons ferrying sprogs to hockey, scouts, violin lessons, coven meetings, etcetera.
The point’s so important our comparison included this test: we cached a full hockey bag (thankfully unscented) and baby stroller in the back with the two rear rows in assorted states of up- and down-ness. It placed last in Cargo Space and Practicality/Flexibility (seating/cargo), both major factors in this category. It was also last for Ease of Rear Entry (a phrase that raises no end of puerile tittering among mostly male auto writers), which was worth up to another ten.
Nota bene: With the third row up, the gate couldn’t close with the baby stroller in, a game-changing issue for parents. That stroller was compact, too, not one of those SUSs (Sport Utility Strollers, of course) for speed-walking über-moms, barking into Blackberries, thrust up the back of your legs.
Each competitor fit at least the stroller; some also the hockey bag.
The moral? If you have kids, you need space for their sundries. It’s conceivable that one child is still stroller bound while another has hockey practice. Don’t write this off as a uniquely Canadian problem, either. Sure, Koreans and Germans (i.e. Kia’s President Peter Schreyer) don’t play much hockey but they have babies, and babies need space.
Pricing: 2014 Kia Sorento
Base price: $26,695
Base price (SX AWD 7-Seater): $41,795
Options: $200 (Colour charge)
A/C tax: $100
Destination charge: $1,665
Price as tested: $43,760
3rd Place: 2013 Mazda CX-9 GT AWD, Peter Bleakney
The Mazda CX-9 has been with us since 2007, but hopping into the refreshed 2013 model reminded me how good this CUV is. Oh sure, she’s had a few facelifts, but the old girl is aging well.
The suede-trimmed seats in this GT-spec model are firm and supportive, the driving position good and the low beltline and panoramic front windshield make for excellent forward visibility.
In fact, there’s not a bad seat in the house. The third row shared top score with the Pathfinder and Acadia, and the second row buckets are comfy too, although those with longer legs (Yarkony i.e.) will find the seat cushions too low.
The Mazda’s dash may be plain compared to some flashier newcomers, but it shows an elegant simplicity and high build quality. The vertical swaths of wood trim on the console and doors are a nice touch. Not so good is the infotainment system – small buttons and not particularly intuitive.
Then you hit the road. This big crossover shows a masterful blend of ride compliance and body control – it drives much “smaller” than it looks. Some found the steering too light, but in its defense the helm is completely accurate and linear. The CX-9 flows down the road with poise and confidence – a trait we’ve come to expect from Mazda.
What we don’t expect is poor fuel economy. Here is where the CX-9 shows its age. This vehicle is pre-SkyActiv so it ain’t getting all the weight-saving measures and groovy engine technologies. Soldiering away under the hood is an old Ford-sourced 3.7L V6 that doesn’t offer much grunt and puts the CX-9 down with the Acadia for observed fuel economy. This is just ahead of the very swift turbocharged Flex that probably would have done better had not the assemblage of Autos.ca testers been so enamoured with its happy pedal.
Michael Bettencourt called the Mazda “the well-preserved but aging soccer mom of the group.” In the end, the fine-driving CX-9’s comparative lack of features, high price and poor fuel economy relegated it to third spot.
Pricing: 2013 Mazda CX-9 GT AWD
Base price: $33,995
Base price (GT AWD): $44,750
Optional equipment: Navigation System (with powered liftgate) $2500
A/C tax: $100
Destination charge: $1895
Price as tested: $49,245
2nd Place: 2014 Nissan Pathfinder Hybrid, Peter Bleakney
In a perfect world, we would have secured the regular Nissan Pathfinder with its 3.5L V6 for this comparo, and that model might just have taken the cake – it’s an impressive value and a well-sorted ride.
But Nissan is pushing its new 2014 Hybrid version, so that’s the one we got.
The big question this pricier gas-electric CUV poses: Is the additional $4,000 worth it to you, the buyer? Indeed, it did return the best fuel economy here, but you’ll be logging a few years of seat time before breaking even on the investment.
In all other aspects, this hybrid version drives not that much differently from the gas model. No interior space is sacrificed to accommodate the battery pack. Power and torque are pretty much a draw, although when pressed the 2.5L supercharged four isn’t as smooth as the V6. Conversely, there’s a bit more torque off the line thanks to that electric motor. We did, however, notice some initial throttle hesitation.
This is pretty much a mild hybrid – none of those usual hybrid party tricks like humming silently around parking garages or auto start/stop. Okay, it will perform the latter when the climate control is off, but who wants to suffer that much for their greenness?
But in this company, the Nissan Pathfinder reinforces its essential goodness. The dash and driver interface are some of the best in the biz. Editor Jonathan Yarkony called the speedo display “a thing of beauty”. Everything is clear, well marked and ergonomically sound. Something as simple as the two small rotary knobs on the lower console for seat heating/cooling are a revelation. Good seats. Good audio. This a pleasant place to spend time.
On the road the Pathfinder Hybrid feels big. Handling is competent, if a little roly-poly, and the ride is generally compliant. This CUV trumps all comers when it comes to back seat access and hospitality. The clever second row seats accordion forward and will tilt and slide with a child seat installed for maximum access. Third row accommodation ties the CX-9 and Acadia for top honours.
Looking at the score results, the Pathfinder only netted an outright win in fuel economy, and its sole loss was in exterior styling, which Yarkony cited as “utterly forgettable”. But its strong scoring in all areas garnered this second place spot.
Pricing: 2014 Nissan Pathfinder Platinum Premium Hybrid
Base price (S): $29,998
Base price (SV Hybrid): $39,248
Base price (Platinum Premium Hybrid): $49,198
Optional equipment: Metallic Pearl Paint $135; Carpeted Floor Mats $160
A/C tax: $100
Destination charge: $1560
Price as tested: $51,153
1st Place: 2013 Hyundai Santa Fe XL Limited, Michael Bettencourt
This whole offering-more-for-less formula is the not-so-secret recipe that just keeps on working for Hyundai – in sales and comparison test wins. Here the Xtra Large Sante Fe triumphs over the rest of these three-row haulers by capturing 11 categories in total, tied with the pricey but universally popular Ford Flex, which is also much larger than the Hyundai. The Santa Fe XL was the brilliant but shy kid in school, not raising attention to itself with any outgoing look or biting sense of humour, while continually handing in top-class A+ after A+ work.
The Hyundai scored a clean sweep of all interior design categories, with its lovely two-tone leather treatment that felt the richest here, even at a price that was the third lowest in this group of magnificent seven family-mobiles. This fully loaded model included rare niceties like a gaping panoramic roof, heated steering wheel (“Best thing since beer in a can,” opined connoisseur Peter Bleakney) and heated rear seats. Other nice touches included a regular 110V outlet to recharge the young ‘uns various toys without an adapter, plus rear sun shades to help keep babies comfortable, or even better, asleep – a hugely precious option for many sleep-deprived parents.
Ford’s Minecraft-ready boxiness meant the Flex just pipped the Hyundai for the highest-scoring SUV when it came to exterior style, its square-ish proportions loads more distinctive than anything else here. Distinctiveness/weirdness may work well at a high fashion show or to get the buzz going about Lady Gaga’s latest crazy outfit, but judging by Flex sales, those same values don’t translate quite so well to popularity for schoolyard shuttles. Still, from the Santa Fe’s perspective, being the second best-looking person in the room is never a bad thing. Unless you’re alone.
No, the Santa Fe’s strengths lie in the more practical, some may say more mundane aspects of SUV ownership. Hyundai scored top marks again for second-row roominess (and outclassed its Kia cousin for third-row space and access), the related ease of child seat installation, cabin storage and the lowest NVH score. But where it really blew everyone away was in its Overall Value score, where it finished head and shoulders above the rest with all the features we really wanted (heated steering wheel!) and quality of engineering mixed with no-nonsense practicality at a great price.
By the end of our long day of back-to-back driving of all seven of these machines, a quick poll of everyone’s favourite machine was nearly unanimous: the homegrown/built Ecoboost-powered Ford Flex as the dominant choice, and not just because it’s built down the road in Oakville. But those raised hands quickly came down when asked if the Ford would win this comparo, taking price into consideration. For that, the Hyundai Santa Fe XL seemed the consensus winner. And thus it was, another overall A+ effort on four wheels from Hyundai.
Pricing: 2013 Hyundai Santa Fe XL Limited
Base price: $29,999
Base price (Limited AWD, Saddle Leather): $43,199
Options: None
A/C tax: $100
Freight: $1,760
Price as tested: $44,959
